Tail wheel assembly



C. H. NICKELL TAIL WHEEL ASSEMBLY iarch 6, 1951 4 Sheets-Sheet 1 Filed April 15 1946 INVENTOR. CLAUDE H. NICKELL AT TORNEY March 6, 1951 c. H. NICKELL 2,544,278

TAIL WHEEL ASSEMBLY Filed April 15, 1946 4 Sheets-Sheet 2 FIG.1O

I24 I23 I22 12.]

W18 ggummmaw 1 fi\ H5 73 4 A 44 I04 8) 84 44 I19 I20 H8 FIG. 14 lllllll INVENTOR. CLAUDE H. NICKELL BY I 1 1 I ATTpRNEY arch 6, 1951 c. H. NICKELL TAIL WHEEL ASSEMBLY 4 Sheets-Sheet 3 Filed April 15, 1946 I NVEN TOR.

I03 lOI ATTORNEY h 6, 195 c. H. NICKELL 2,544,278

TAIL WHEEL ASSEMBLY Filed April 15, 1946 4 Sheets-Sheet 4 F I G. 16

77 83 ii I 78 FIG 19 M --L;'

l S 163 I 56 M CLAUDE H. NICKELL AT TORNEY Patented Mar. 6, 195i UNITED STATES PATENT OFFIE 2,544,278 T'AIU WHEEL ASSEMBLY Claude-HrNickell; New Castle, Ind. Application Abrams, 1946'; Serial Nb. 662,251 '21 Claims (cran -1099 This invention relates to improvements-in tail wheel assemblies for aircraft and particularly to an improved tail wheel assembly of the steerable type.

Various assemblies have been previously pro posed but have been subject to'variousdefects and difficulties, such as failures due to breakage, particularly of the resilient supporting means, lubrication and service defects and a limited selectability of steering and locking conditions. Such previously proposed tail wheel assemblies have also experienced considerable difiicultywith the resilient tire equipment, particularly where solid or non-pneumatic tires are used; resulting in the tires becoming unevenly and undulyworn and becoming loose onthe wheel, ill-Which condition they are subject notonlyto rapid deterioration but-presenta definite hazard in that they may be displaced fromthe wheels under unfavorable-landing conditions.

Inmany cases also in addition to'the danger of breakage, unfavorable operating conditions or operation by inexperienced personnel hasresulted in the assembly being forced-perman'sntly out of-line, resulting in unfavorable aerodynamic conditions which affect the flight of -the airplane.

It-is among the objects otthe present invention to provide an improved tail wheel assembly that is not likely to be broken-or forced out of alignment, even under unfavorable operatingcoridb tions or when used by inexperienced flight-pen sonnel, one in which the wheel is steerable by operation of the airplane rudder and has additional freedom of steering movement-under conditions in which its angular movement exceeds that of the rudder and in which the tires are so constructed and secured to the wheel-that they will not become loosened or damaged.

It is also an object of this" invention to provide an improved tail wheel assembly so constructed that-very little servicing is required and in w-hi'ch those parts which may require occasional service are so-constructed andassembled as to bereadily accessible whereby servicing is facilitated to the extent that the mechanism is easily maintained in proper mechanical'condition.

A still further object residesin the provisionof an improved steerable tail wheel assembly wherein the tail wheel may be steered bythe operation of the airplane rudder and is resiliently centered; wherein the tail wheel may be-relea'sedfor'free swivelling action without connection to "the" air plan rudder controls-and may also, if desired, be positively locked against all swivelling action, while leaving the rudder free to move undercori trolbftheoperator.

An additional object resides iIl the provision of an improved tail wheel'fassembly having a non pneuma'tic tire construction inwhich the resilient material of thetire ssupport'ed b'yandis secured tdthe wheel by rigidmetailic member's"which not only maintain the"tire'inf a' condition'of perfect concentricity with the wheel but also support it in s mamanher that it remainstrulyannular or circular and has" no'tendency toward uneven wearor roughness in operation:

An a'ddit-ional object resides inthe provisionof an improved tail-wheel assem'bly'whereinthe various parts" are" firmly l'i'e ld in" proper operative position, afncl 'relat-ive movement of any kind between relatively fi'x'ed parts is efiactively pre-' vented, thus reducingwear and breakageto the assembly I Gtherbbjects and advantages will become as parent to those skilled in the art 'upona'consi'derati'onof' the following descriptionin' connectionwiththe-accompanying drawings and'the appended claims.

In t-h'e drawings. v

Figure 1 is a side elevational view" of a" tail wheel assembly illustrative of theinveiitio'n, a fragmentary 'portion of an' airpl'ane beingsli'own in broken' lines" tq'indicatethe" assemmed rela tionsh'lp 'betvveen'the tail wheela'ssemblyan'd" the airplane;

Y Figure-1a is a sectio'nal view of a" fragmentary portionof the'brack'et 'and steering post;

Figure 2, a longitudinal sectional view on a somewhatenlarged scale of the" bracket and steering" post unit of the assembly shown in Figure 1';

Figure-3, a" sectional" view- "similai to Figure 2 showing a modified form of the invention pro viding locking meansin-a'ddition to those shown in Figure 2;

Ei'ure' transversesectional view'taken'on the l i'ne d iof Figure 3 lookih'ginthe direction of the arrows Figure 5; asectional viewf similar to Figure? showin'g 'a still "fu-rther modifiedlocking arrange Inent Figiire-G; a -top plan' vi'ew of themodifiedunit hown iri-Figure 5with the cam"platefin"position to providefsteering" and" swivellin'g beyond the steering- 7 range:

V Figure 7; view simmer to Figu e 6 sho'wi'ng the c'a-m plate infree swivelling position I Figure aview similar to" Figure 2 showing" a still further modified locking "arrangement;

W Figure 9; a"side elevatibnal" vie'wof a fragmen: tarygportion 'ofthenriodified unit Fig ure of extension 32.

Figure 10, a sectional view similar to Figure 2 Showing a still further modified form of locking mechanism;

Figure 11, a sectional view similar to Figure 2 showing a further modified form of locking mechanism;

Figure 12, a top plan view of the modification shown in Figure 11;

Figure 13, a transverse sectional view on the line I3l3 of Figure 11;

Figure 14, a sectional view similar to Figure 2 showing a further modified form of locking mechanism;

Figure 15, a bottom plan view of the modification shown in Figure 14 Figure 16, a vertical sectional view on the line I6-l6 of Figure 1, particularly showing an improved non-resilient tire construction for the tail wheel;

Figure 17, a transverse sectional view of a modified tire construction;

Figure 18, a transverse sectional view of a further modified tire construction; and

Figure 19, a transverse sectional view of a still further modified tire construction.

With continued reference to the drawings and particularly to Figure l, the tail wheel is shown connected to the airplane by a spring arm 20, comprising a plurality of leaf springs of different length held together in operative association by a suitable end bolt 2! and a spring clip 22.

It is to be understood, however, that the tail wheel may be secured to the airplane by any other suitable resilient means which may, if desired, include a pneumatic shock damper and that the supporting means may be arranged to retract the tail wheel into the fuselage if that should be desired.

The arrangement shown is particularly adaptable for use on small or light aircraft and has been selected for the purpose of disclosing the invention as such a construction is particularly simple and easy to illustrate.

In the illustrative arrangement, the leaf spring 26 is secured to a bracket or casting 23 by means of the end bolt 2| and a cross bolt 24 which extends through the casting below the spring at a location spaced from the bolt 2|. The casting 23 may be a standard or conventional part rigidly secured to a structural element of the airplane fuselage.

The spring illustrated has a main leaf 25 upon the upper side of which are a plurality of shorter leaves of different lengths, four such leaves being shown in the spring illustrated, and below the main leaf 25 is an auxiliary leaf 26 somewhat longer than the longest leaf above the main leaf.

A bracket 27 has a somewhat triangular flanged portion 28 and a cylindrical shaft supporting portion 29. The portion 28 is provided with an under surface which fits upon the upper surface of spring leaf 25 and is of a length to overlap the end portion of auxiliary lower spring leaf 26. A bolt 36 extends through a suitable boss in the bracket portion 28 and through the spring leaf 25 and is provided with a nut 3| to firmly attach the bracket to the spring leaf. A projection 32 on the under surface of the bracket portion 28 has its surface facing the end of the spring machined to an arc, the center of which is coincident with the axis of bolt 30 and the end of the main spring leaf 25 has an arcuate shape that exactly fits the curvature of the contacting face This construction relieves the bolt of a considerable amount of sheer stress which would ordinarily be imposed upon it and also assists in maintaining the bracket in true alignment with the longitudinal center line of the spring. While the arcuate shape is preferred other shapes, such as a triangular indentation,

may be used if desired.

A clip, 33 secures the end of the bracket portion 28 opposite the shaft support 29 to the spring. This clip may conveniently comprise a bolt 34 passing through apertures in the end portions of link members, one of which is indicated at 35, and through an aperture in the bracket, and a similar bolt 36 passing through the link members and through a sleeve or spacer immediately below and in contact with the under surface of the auxiliary spring leaf 26.

This arrangement not only maintains the bracket in true alignment with the spring as explained above, but also relieves the spring of concentrated stresses incident to tail wheel movements of unusual magnitude. For example, if the airplane were bein moved backwardly, a severe stress concentration would be imposed on the spring leaf 25 if the bolt 30 alone were depended upon to secure the bracket to the spring. The clip 33 relieves the spring of this stress concentration and materially reduces spring breakage under varying operating conditions by dividing the load between the main spring leaf 25 and the auxiliary leaf 26. This is of material advantage, particularly in cold weather operation, under which conditions the spring leaves and the attaching bolt have a tendency to snap at stress concentrations below those at which failure would occur during operation at normal temperatures. Even in normal operation the clip 33 imparts a part of the load on the spring to the lower leaf 26 and the main spring 25 is relieved of a suificient amount of the load so that breakage of the spring under normal operation is practically eliminated.

Referring to Figure 2 the cylindrical bracket portion 29 contains a sleeve member 37 of hardened steel which provides a race for the spaced rows of bearing balls 38 and 39. This sleeve member is secured in the bracket by an internal flange 40 at the upper end of the bracket providing a stop for the upper end of the sleeve and a snap ring 4| fitted in an internal groove in the lower end of the bracket portion 29 and bearing against the lower end of the sleeve. Grease seals 42 and 43 are provided between the sleeve 37 and the steering post 44 outside of the ball bearings and the post is held against longitudinal movement relative to the sleeve by the ball bearings.

The post extends beyond the bracket portion 29 at each end thereof and has secured on its lower end an arm 45 which connects the post with the tail wheel axle 46.

This arm 45 corresponds to one half of the usual fork used to mount the tail wheel and has sufficient strength and rigidity to support the wheel in proper operative position without the necessity of using a complete fork. The arm is secured on the lower end of the steering post by a suitable arrangement such as by providing on the arm an integral split collar having apertured ears or lugs drawn together by a clamp bolt 41 to contract the collar about the shaft. The bolt fits into a milled groove or slot 48, Fig. la, provided in the end portion of the shaft and this arrangement prevents accidental displacement of the arms from the shaft even though the bolt should become loosened. Relative rotation between the arm and the shaft is prevented by suitable anti-rotational means, such as the woqdrufi key 43 fitted into corresponding slotsprovided in the post andthe arm.

The opposite end of the arm is secured to the wheel axle d6 by similar means including the clamp bolt 55]. In this case, however, the key may be omitted since the cooperation between the clamp bolt and the notch Fig. 16', milled in the side 43 is sufficient to prevent relative rotation between the axle and the arm.

Referring to Fig. 16, the axle 4B is provided with an annular shoulder 5Z which positions the arm lengthwise of the axle and thereduced end portion of the shaft extending through the arm is of sufiicient length to adequately support all of the loads placed on the axle by the landing wheel 53.

The wheel itself comprises two similar parts 54 and 55 secured together by annularly spaced bolts 56 to constitute the rim portion of the wheel. These parts are preferably magnesium castings,

although other materials and methods of manuthe Wheel are identical in construction to reduce 2 manufacturing costs and facilitate servicing of the unit.

The cylindrical hub portion is provided at each end with an inwardly directed flange, as indicated at 6B and iii, and these flanges abut the ends of a sleeve member 62 which closely fits spaced annular surfaces provided in the end portion of the hub. The space within the hub between these sleeve supporting portions may be made of larger diameter in order to reduce the total weight of the assembly. The sleeve 52' is formed of hard steel to provide a race for the spaced ball bearings 63 and 64, the inner races of which are provided by grooves, formed directly in the axle d6. This bearing is packed at assembly and the lubricant is retained in the bearing by suitable grease seals 65 and 66 so that lubrication during use is not necessary. The end of the hub opposite the arm 45 is. closed by av suitable expansion type plug 5? pressedinto the end of the hub. A suitable non-pneumatic tire 68 is carried on the rim or felloe portion 58.

A generally cylindrical cup shaped cap Ill, Fig. 2 is fitted over the upper end of the post 44 which projects above the bracket portion 29. This portion of the post is provided'withspaced annular bearing portions H and i2 separated by an annular groove or recess E3. A bearing bushing I4 preferably of Oilite or some similar material is fitted in the cap 10 and contacts the bearing portions of the post. A pair of non-metallic washers l5 and '16 are disposed between the adjacent ends of thebracket portion 29 and the cap. iii to provide a grease seal. The cup may be packed with lubricant at assembly and will not ordinarily require further lubrication for the lifetime of the unit.

Referring back to Fig. 16; a pair of laterally extending steering arms 11 and T8 are formed on or rigidly secured to the cap 1!] and are provided at their outer ends with suitable apertures l9, Fig. 12, for the connection thereto of corresponding ends. of steering-cables, the opposite ends of which are connected tothe ships rudder bar in conventional manner. These cables con- 6 ventionally include tensioning means such. as coiled extension springs which maintain the cables in proper tension for manual steering, of the tail Wheel;

A hollow cylindrical boss is formed on one side of. the cap 10 and is provided with a cylindrical bore disposed substantially at right angles to the axis of the steeringpost 64'. A hollow cylindrical plunger 8| having a fiat closed end is slidably mounted in the bore of the boss.80 and extends into the annular groove 13.01: the steering post. Within the groove 13, the steering post is provided with a flattened portion 82 which facesthe flat end of the plunger 8! whenever the tail wheel is within that range of swiveling movement, the limits of which are. determined by the range of the manual rudder control.

The outer end of the bore of the boss 80 is screw threaded and receives a, screw threaded closure member or plug 83 and between this plug and the closed end of the plunger there is disposed a coiled compression spring 84 which resiliently forces the plunger toward the steering post.

The space between the adjacent ends of the plunger BI and the plug 83 when the plug is in properly adjusted position is such as to permit the plunger to move from the flattened portion to the round portion of the recess 13 but to prevent its movement entirely out of the. recess. By this arrangement the plunger retains the cap id in operative position on the steering post and the cap may be removed by removing the plug 8 3, the;sp ring 84 and th e plunger 8!. If desired the screw threads in the bore of the boss 80 may be extended so that the plug 83 may be screwed in to abut the adjacent end of the plunger BI and hold the plunger rigidly in contact with the flattened portion of the post M. This adjustment is desirable under certain operating conditions where it is not. desired to permit swiveling of the tail wheel beyond the rudder control range of movement. Also, if it is desired to permit free swiveling of the tail wheel without rudder controlfor certain operating conditions, the spring 8 may be removed and the plug 83 reinserted to a position at which the plunger is not. forced. against theflat portion of the shaft butis maintainedin the annular recess to hold the cap on the steering post.

The purpose of providing for the possibility of swiveling action beyond therange of rudder. control is to accommodate. the assembly to certain operating. conditions. under which the steering. wheel may turn to a position at. rightangles to the longitudinal axis of the aircraft or may even swivel around to a position at thev opposite, side of its usual operative position. This may occur if the, aircraft is turned sharplyabout: one of'its landing wheels in-taxiing or if the tailis moved sideways or theairplane is towed rearwardly during handling of the aircraft while on the ground.

In the modified arrangement shown in Figs. 3 and l. the boss 85a is'sornewhat elongated to provide space for a pin and roller which extends downwardly fromthe boss outside of the brac ret portion 29. In this arrangement thepost 4% does not have a flattened portion within the annular groove is but instead has a longitudinal slot 85" which receives, a keyor tang 35' on the end of a plunger-8l which isslida'ble in the bore of the boss, 8%. Acoiled compression spring ih'ia bears against the outer endof'this plunger and against a closure plug 83a threaded into-theopen end of the boss. Adjacentits end oppositethe 7 tangthe plunger is provided with a transverse aperture which receives the end portion of a pin 88 which extends downwardly through a slot 89 in the lower end of the boss to a position opposite the upper end portion of the bracket part 29. This pin is provided in th aperture in plunger 81 with a transverse aperture and the plunger is provided with a coaxial well or bore which provides a continuation on each side of the pin aperture and a pin 90 is inserted in this well and through the pin 88 to hold the pin 88 in the plunger 85. The pin 00 has a flat head portion 90a interposed between the end of plunger 81 and the spring 84a so that the pin 90 is positively retained in operative position but may be quickly removed upon removal of the plug 83a and the spring 84a to free the pin 88 from the plunger. By this arrangement the entire subassembly can be quickly assembled and disassembled.

On its lower end the pin 88 carries a roller 9| and between the upper end of this roller and the plunger 85 there is disposed a spacer 92 which rides in the slot 89 and serves as a stop to limit the travel of the plunger 81 in both directions.

The upper end portion of the bracket part 29 is shaped to provide a cam element 93 particularly shown in Fig. 4. This cam element comprises a flattened area on the upper flange 29a of the bracket portion 29 at its ends into the circular circumference of the remainder of the flange. The difierence in radius between the center part of the flattened portion and the remainder of the flange is that required to withdraw the tang on the plunger 8'! from the seat or slot 85 in the post 44a but not suificient to move the end of the plunger entirely out of the annular recess I3.

With this construction the cap 'Hla is positively locked to the steering post 44a for all movements within the operative range of the manual rudder control as distinguished from the resilient locking means described above and illustrated in Fig. 2. When the end of the range of manual rudder control is reached, if there is suflicient force tending to swivel the wheel to a greater extent, the roller 9| rides up on the corresponding flange 29a and moves the plunger 81 backwardly against the force of spring 84a withdrawing the tang of the plunger from the slot in the steering post and thereafter permitting free swiveling action of the tail wheel.

In the modified arrangement shown in Figs. 5, 6, and '7 the construction is generally similar to that shown in Fig. 3 except that the cam on the bracket is omitted, and the plunger moving pin extends from the plunger upwardl through the top of the boss and the roller 0! is omitted. The plunger is also preferably similar to the plunger 87 of Fig. 2 having a flat end portion which bears against a flattened portion 82 in the recess portion 23 of the steering post 44, although the use of a plunger similarto the plunger 8'! of Fig. 3 and a corresponding slot in the steering post is within the scope of the invention.

The boss has an extension 95 which provides a support for a pivot pin 96 upon which is pivoted a cam plate 91 having a cam slot 98 through which the plunger moving pin 88a extends. The

cam plate is provided with a lever arm to the outer end of which is secured a connection I00 for the core member II)! of a Bowden cable I02 anchored in the cap 10a by a suitable clip I03. Operation of the Bowden cable will swing the cam plate 91 about the pivot pin 96. The Bowden cable is also anchored to the rearward part of the airplane and extends forwardly to a suitable anchorage in a position convenient to the operator of the aircraft.

The cam slot 98 is so shaped that in one operativeposition of the cam plate the plunger 81a is positively locked in engagement with the flattened portion of the steering post to prevent relative rotation of the cap and post and thereby limit the swivelling range of the tail wheel to the rudder control range. In an intermediate position the pin is released for sliding movement of the plunger so that the tail wheel is steered by the rudder control within the rudder control range but may be turned beyond this range upon the application of sufficient swivelling from and in the third position the plunger is locked in its retracted position to permit free swivelling of the tail wheel relative to the rudder control steering cap 10a. The intermediate position of the cam plate is particularly illustrated in Fig. 6 and the free swivelling position is shown in Fig. 7.

In all positions of the cam plate the plunger remains in the recess 73 to hold the steering cup on the steering post.

In the modification shown in Fig. 8, the steering post 44, cap 10, plug 63 and spring 84 are the same as illustrated in Fig. 2 and described above. The plunger Bib is the same as the plunger 8i of Fig. 2 except that a series of rack teeth I04 are provided in the outer surface of the plunger. The plunger is so located in the boss that these teeth occupy a position at the top of the boss. A lever I05 is mounted on a pin or shaft I06 journalled in suitable apertures in the cap I0 immediately above the boss 80. The shaft is freely rotatable relative to the lever. A pinion I01 fixed on the shaft meshes with the rack teeth provided in the plunger I04 and an operating lever I08, Fig. 9, also fixed on the shaft has a tongue Or projection I09 which overlies the upper side of the lever I05 so that movement of this lever about the shaft I06 is effective to retract the plunger Slb, but the plunger may be moved backwardly by the post 44 without moving the lever The intermeshing teeth on the plunger and pinion hold the plunger against rotation in the boss.

A connection H0 is provided on the outer end of the lever for the core member I I I of a Bowden cable H2, one end of which is anchored to the cap 10 by a suitable cli H3. This cable is also secured to the rearmost portion of the airplane and extends to the operators compartment in the manner described above in connection with Figs. 5, 6 and '7.

With this modified arrangement, when the lever I05 is in the operative position illustrated in Fig. 8, the plunger 8!?) bears against the flattened portion of the steering post 44 within the annular recess "I3 so that the post is turned when the manual rudder control is operated. If the steering wheel is forced to swivel beyond the range of the manual rudder control, the plunger will be forced backwardly against the force of spring 84 to permit the post to turn in the cap I0. When the Bowden cable is operated to pull the lever I05 forwardly, or to the left as viewed in Fig. 8, the plunger is retracted by the pinion I01 and the post then turns freely in the cap, thereby providing free swivelling of the tail wheel.

In the modified form shown in Fig. 10, the steering post 44 is the same as that illustrated in Fig. 2 and described above and has an annular recess 13 provided at one side with a flattened portion. The cap 10b is somewhat modified.

at es s h ver in t at he tests 9 l nga ed. and provided near its outer end with diametrically oppo d ep rtur b s in wh a shaft or pin l i5 is journalled. A cam lever I I 6 is mounted n the pin H and has, within the bore of the boss 890, a cam portion ill, a part of which is eccentric relative to the axis of the pin H5 and another part of which may be, substantially. concentric relative to the. pin axis. A cylindrical abutment member I18 has a flat head portion bearing against the side of cam UT and, a reduced shank portion projecting into a hollow plunger H3 having a flat closed end portion in contact with the steering post 44 within the annular recess 13. A coil compression spring [29 is disposed Within the plunger I ll; between the closed end of the plunger and the adjacent end r the abutment member I l8.

The lever H5 is provided at its outer end with a connection lZl for the core member I22 of a Bowden cable l23 which is anchored to. thetop of the an 101) b a ui eb e li 4 he ab be also secured to the airplane. in the manner. indicated above in connection with Fig. 5.

The lever Iii: has three operative positions as indicated in full and dotted lines in Fig. 10, which positions would also be. suitably indicated at the control knob oi the Bowden cable in the pilots compartment oi the. aircrait. When the lever is in the intermediate. position, as indicated in full lines in Fig. 10, the plunger H9 is held against the steering post by the force of the spring [2%, the steering post will be caused to turnwith the cap 18b under. manual ruddLrv control and may turn relative to. the cap when forced to swivel beyond the range ofthe manual rudder control. When the lever is in its forward or left hand operating position, as indicated by dotted lines in Fig. 10, the head or the abutment member H8 is forced into solid contact with the adjacent end of the hollow plunger lid and is held in that position. by the locking portion of the cam Ill which is preferably substantially concentric with the axis of pin H5. When the lever is in this position the steering post is positively held against rotation relative. to the cap and cannot swivel beyond the manual rudder control range. When the lever is in its rearward or right hand operating position, as indicated in broken lines in Fig. 10, the abutment member I I8 is permitted to move outwardly to an extent such that compression oi the. spring I28 is relieved and the steering post may then rotate. freely in the cap tb rm n free s ivel ies e the t Wheel substantially free of the manual rudder control.

In all operative positions of the. lever lit the plunger is held in the annular recess i3 oi the steering post so that, the cap 10b is retained on the post and can be removed only by intentional Wi d Of th plu ge d it e e eiete mechanism. 1

In the modified iorrn shown in Figs. 11,13 and 13, the arrangement is similar in principle to a h i Flt..-v 8. except h t somew different mechanical construction is provided and the mantel eentre s di pen ed wit In hi form e cap We i su s anti l he me s ha shown in Fig. 2 and described above, except that the boss 800 is provided at one side thereoi with an extension L25, particularly shown in Fig. 13, i h enetlt tee 9 h and J urna e te fer e eheft 26 and shaft earn d. p n o 121. Th pl nger t e is of t e same one reet e s th illustrated in Fig. 10 and described above, except h t i i r ta ed thr ugh 9 t9 tr s: th rack 10 t eth te th ide oi h u g Wh e t mesh with the. teeth of pinion I21 The steering post 44 is the same as that illustrated in Fig. 2 and described above, and the plunger extends into the annular recess 13 and has a fiat end which bears against a flattened portion of the steering post within the recess in the manner described above. The compression spring shown in the previous modifications is omitted and the closure plug 83 has only the functions of excluding dirt and moisture from the mechanism and providing a stop so that the plunger cannot move entirely out of the annular recess 83. A screw plug H28 is provided in one side of the extension I25 in order that the opening in the extension may be sufiiciently large to insert the pinion i2? therethrough and th s screw plug provides one of the journals for the shaft I26,

A lever I30 is secured at one end to the upper end of the shaft and has its opposite end provided with an aperture for the reception of a safety or. looking screw. I31 which may be threaded into either one oftwo screw threaded openings l.32 and I33 provided in the upper part of the cap 100. In some cases it will be necessary to provide a lateral extension I34 on the cap to carry one of the screw apertures.

The lever I30 has two operative positions corresponding to the apertures l3? and its, When the end of the lever is secured by the screw in the aperture I32 the plunger Blc is held in retracted position so that the steering post may rotate freely in the cap Hi0 and is not subject to manual rudder control. When the lever is in the alternative operative position in which it is secured by the screw l3] in aperture I33, the plunger is held firmly against the fiat portion of the steering post and the steering post is thereby locked to the cap so that no free movement of the tail wheel independently of the manual rudder control is permitted.

In the modified form shown in Fig. 14, the cap is still held on by stopscrew and plunger in annular recess the cap 16 and cap carried plunger mechanism may be similar to that shown and described in any of the above modifications from Fig. 2 to Fig. 13, the form shown in Fig. 2 being shown for the purpose of simplifying the illustration, although if the modified form shown in Figs. ll, 12 and 13 were used, it would be desirable to safety the lever i3 0 in plunger retracting position. The steering post it is the same as that illustrated in Fig. 2 and described above. but the bracket portion 28 is provided with a well or bore liifi'opening to the bottom of the bracket and having its center line substantially parallel to the axis of the rudder post ie and positioned adjacent to the bearing sleeve 37. Within this aperture I35 is a slidable pin [31 having rack teeth along one side thereof which mesh with the teeth of a pinion I38 mounted on a shaft l39 journalled in the bracket and projecting beyond h reeket a se i h o to rec e a lever (49. A compression spring Hit is disposed between the top of the plunger and the closed upper end of he well ii? t n ma y ur th plunger downwardly, A Bowden cable M2 is operatively connected .to the lever led to swing th e er and t e b move the un e e up and down between its two operative positions.

Thetailwheel supporting arm 45 is provided an extension in the form of an annular flange let in which is provided an aperture H44 th r eept e i the e er en e plu er 3 when the tail wheel is in a position in which it is in alignment with the center line of the spring 20. The aperture I44 and the lower end of plunger I3! are preferably correspondingly tapered to facilitate entry of the plunger into the aperture and eliminate any excess clearance between these parts.

With this arrangement when the tail wheel is in the aligned position indicated, the Bowden cable may be operated to lower the plunger I3! and engage its lower end in the aperture in flange I43, thereby positively locking the wheel supporting arm to the bracket and preventing rotation of the steering post in the supporting bracket.

It is desirable to have the tail wheel locked against swivelling action under certain operating conditions as when the airplane is on the ground and may be subjected to a cross wind, when it is being towed by dolly under the tail wheel or even in some cases where it is necessary to make a cross wind landing or take-ofi with the airplane.

The above constructions provide a tail wheel arrangement in which the tail wheel may be swivelled by the manual rudder control and may automatically release from this control for swivelling beyond the range of the manual rudder control when subjected to swivelling forces of suflicient magnitude, the tail wheel may be locked to the manual rudder control so that swivelling of the wheel beyond the range of the manual control is prevented, may be entirely freed from the manual rudder control for free swivelling action and may be locked against any swivelling action.

The improved tire construction is particularly illustrated in Figs. 16 to 19, inclusive.

At the present time a large number of aircraft and particularly those of a single engine size use a non-pneumatic or solid tail wheel tire. These tires have generally been secured to the tail wheel by having projections or lugs around the circumference of the opening which lugs fit into recesses in the wheel and are clamped or compressed therein when the two parts of the wheel are brought together by the wheel bolts. This method of attachment places an outwardly directed stress on the tire and as the tire is used, the material tends to expand to some degree and is also subject to some expansion and contraction effects due to temperature changes. The lugs may be dislodged from the recesses in the wheel by these changes and also be inertia induced distortions of the tire at landing impact, particularly on hard-surfaced runways. The result is that the tire, in a comparatively short period of use, becomes loose on the wheel and there is danger of its bein rolled off the wheel in landing, take-off or taxiing of the airplane and presenting an operational hazard. Such tires frequently become skewed or out of round with respect to the wheel on which they are mounted and have a tendency to set up severe vibrational effects when they are run on the ground and also to occasion unfavorable aerody namic conditions when the craft is airborne.

The improved tire construction shown in Figs. 16 to 19, inclusive, provides a tire which is rigidly held in permanent concentricity with the axis of the wheel which cannot become loose on the wheel, and also cannot be skewed or rolled by side thrust during operation.

In the form shown in Fig. 16, a tire body I50 is formed of suitable resilient material such as natural or synthetic rubber and preferably has its resiliency controlled to fall within desired limits. This, body has .an annular substantially cylindrical outer surface provided with'a suitable tread I5! and a rounded inner portion, the cross section of which is preferably contoured to a substantially circular are. An annular plate I52 has its outer portion embedded in the inner portion of the tire body and its inner portion proj ectlng inwardly of the tire body. When the tire is manufactured the plate I52 is properly centered in the tire mold and the unvulcanized rubber forced into the mold and around the outer portion of the plate. This outer portion of the plate included in the tire body is preferably provided with a large number of apertures I53 through which the rubber may extend. When the tire is vulcanized the plate is firmly vulcanized to the rubber and is thus Permanently fixed in the tire body.

The plate I52 is in the form of an apertured metal disc and is preferably formed of a relatively hard tempered material, such as heat treated steel. In the arrangement shown in Fig. 16 the aperture in the plate I52 is of a size to closely fit the exterior of the bearing sleeve 62 to positively center the plate relative to the axis of the axle 46. When the plate extends between the Wheel parts 54 and 55, it is provided with properly spaced apertures for the bolts 56 which also act to firmly clamp the plate between the two parts of the wheel. Preferably the plate apertures are slightly larger than the bolts to allow for any manufacturing tolerances in the wheel and still permit positive centering of the plate on the bearing sleeve. These bolts function not only to clamp the tire supported plate firmly in place but also to transmit the torque loads from the tire body to the wheel so that there will be no tendency for the tire to rotate relative to the wheel, particularly when rotation of the wheel is suddenly initiated as the tire comes in contact with the ground on landing.

In the form shown in Fig. 16, the wheel is provided with a comparatively wide annular concave rim 58 which also assists in supporting the tire against lateral thrust and radial load. However, with the improved tire construction this wide and relatively heavy rim formation is not absolutely essential and an entirely satisfactory wheel of much lighter weight can be provided by reducing the extent of this tire supporting rim as is shown in the modification illustrated in Fig. 17.

In this arrangement the wheel rim I54 is provided in the form of an annular member having a substantially cylindrical outer surface with a flange or bead I55 at one side thereof and a similar bead I56 at the opposite side. In the arrangement shown in Fig. 17, the tire supporting plate I51 has a larger central opening than the plate I52 of Fig. 16 and fits upon the outer surface of a metal band I58 which fits about the inner circumference of the tire body. The plate I5! is preferably located at substantially the middle of the width of the band I58 and welded to the outer surface of the band.

The band I58 fits tightly about the cylindrical surface of the wheel rim I54 and the two parts of the wheel are preferably provided with sulficient draft to the outer cylindrical surfaces so that as the parts are pulled together by the through bolts, the tire band I58 will fit snugly upon the wheel. The band I58 is secured to the wheel against relative rotation by having its edge portions clamped between the beads I55 and I56 when the two parts of the wheel are drawn together. In the modified form shown in Fig. 18 the arrears.

plate i59 does. not terminate at the band. I60. but extends inwardly of the wheel through, the rim portion and may, if desired, be centered on the bearing sleeve in the manner indicated in Fig. 15. The bolts which hold the two wheel parts together extend through apertures. in the plate and clamp the plate firmly in position in. the wheel and also transmit torque loads from the tire body through the plate to the wheel. In this case the band I66 is made in two parts disposed one at each side of the plate ['59 and may be welded. to the plate if desired. The welding may be omitted, however, to facilitate placing the metal reinforcing members in the tire. mold and the vulcanizing of the rubber tire body to the members. depended upon to retain the members in operative relationship... In this form the band is clamped between the rim beads I55 and I56 in the manner described above in connection with Fig. 17 and the construction is generally similar to that described in connection with Fig. 1'? except that the plate is extended inwardly of and is secured in, the wheel structure.

In the modified form shown in Fig. 19, the reinforcing; member, instead of being made in a. single plate as hereinabove described, is formed in two similar parts as indicated at it! and H52. These members lie together at the inner portion of the tire body and then diverg to provide a member of V-shaped cross section. The two members may be extended through the wheel as shown in Fig. l8 or may terminate atthe band 53 and may if desired, be welded to'the outer surface of the band. This. construction has particular advantage in resisting side thrust loads on the tire and alsoprovides a construction of somewhat greater flexibility than the singl plate construction hereinabove described.

In order to improve. the appearance of the wheel, decrease. its aerodynamic resistance and prevent accumulation of foreign matter in the wheel parts, a pair of plates or shields 1,54 and it may be secured to the wheel structure. In the arrangement illustrated each plate is a con.- cavo-convex sheet metal member of circular shape, the plate I64. being apertured to pass over the end portion of the axle 46. Each plate. is provided around its periphery with an inturned bead or flange to increase. its stillness, and is also provided, on the inner side thereof with an attaching member adapted to engage the correspending end. portions of the wheel hub and secure the plates to the wheel, the attachin mem-. her for the plate 16.4 being indicated at I65 and that for the plate I65 being indicated at 1.6.1. Each attaching member may conveniently com:- prise a cylindrical sheet metal member having atone end an outwardly turned flange secured to the corresponding shield by suitable means such as brazing or soldering and. having spaced slots extending from the open end thereof toprovide a series of spring fingers each of which has a rib or bead thereon engageable with an annular groove formed in the exterior surface of the wheel hub. The shield member IE5 may also have an inturned flange around its central aperture, which fiange closely fits the adjacent portion of the axle to exclude foreign material from the interior of the hub.

In the form of wheel shown in Fig. 16, the peripheral flanges of the shield members fit over the edges of the wheel rim. Where a different type of rim is used, a shown in Figs. 17, 18 and 19, the tire body may be provided with beads, as indicated at I68 and I69 in Fig. l7 to receive the per n eralnanae of. h hi ld member an Provide a support for the members and also a seal to exclude foreign matter from the space between the Shields.

It will be obvious to those skilled in the art that various changes may be, made in the invention without departing from the spirit, and scope thereof and therefore the invention is not limited by that. which is. shown in the drawings and described in the specification but only as indicated in the appended claims.

What is claimed is:

1. A tail wheel assembly for aircraft comprisll'lg resilient supporting means; a bracket having a portion arranged for attachment to said supporting means and a cylindrical post receivng p rtion; a p s i urn l d n. a d racket; an rm, se ured. to t e lo nd of d. po t; Wheel. a e carried by said arm; a wheel. ournall d on. id a le; a. s ri care provid d with la erally ten ing arms. ro ably m unted. o heunp r end of. said post; me ns. carried by aid ap to. rele sably retain said can on said. post, and rov e an p ative. connect on between ai an and. sa d p s s means eng i an. annular recess in said post. and being operative o release said connection to permit free swivelling of said Wh el he s bje ted to forces abov a predetere mined value and upon furth r operation ther o o release said cap from. said pos and a ire on said wheel.

A. tail. whe l s emb y f r rc t wmnria ing resilient supporting means; a bracket having a. portion arranged for attachment to. said supporting means and a. cylindrical post. receiving portion; a post journalled in said bracket; an arm secured to the lower end of said post; a wheel axle carried by said arm; a wheel journalled on. said axle; a steering cap provided with laterally extending arms rotatably mounted on the upper end of said post; and resilient means carried by said cap to releasably retain said cap on said post and provide a torque. transmitting connection between said cap. and said post. and permit rotation of said post relative to said cap when subjected to forces above a predetermined value; said resilient means comprising a. hollow boss-on said capdisposed with its longitudinal axis substantially at right angles to the axis of said post, a plunger slid-able in said boss and having a flat end portion received in an annular recess in said post and normally engaging a flattened portion of said post within said recess, a. removable plu in the outer end of said boss, and a compression spring between said plug and said plunger.

3. A swivelling tail wheel assembly for aircraft comprising a multiple leaf spring adapted to be rigidly secured at one end to an aircraft and having a main leaf with supporting leaves of con secutively decreasing length on the upper side thereof and an auxiliary leaf shorter than said main leaf but longer than any of said supporting leaves on the. lower side of said main leaf; a bracket, having a steering post receiving portion and a bolting portion connected to the outer end of said spring by a first. connection with said ma n leaf near the. end thereof and a second conn ction w h said m in, l af and i ilia y leaf near the end. of h auxiliary l af; a steeri g post journalled in said bracket; a s eering ttachment on the upper end of said post andawheel supporting arm on the lower end of said post.

7 4. A swivelling ail wheel assem ly tor aircraft i 7 comprising a multiple leaf spring adapted to be connected at one end to an aircraft structural member; a bracket connected to the opposite end of said spring and having a steering post receiving portion; a steering post journalled in said bracket and extending beyond the bracket at each end thereof; a steering attachment releasably secured on the upper end of said post; a wheel carrying member on the lower end of the post, the connection between said spring and said bracket comprising a bolt extending through apertures in said bracket and the main leaf of said spring and a clip secured to said bracket at a point spaced from said bolt and closely embracing two leaves of said spring.

5. A swivelling tail wheel assembly for aircraft comprising a multiple leaf spring adapted to be connected at one end to an aircraft structural member; a bracket connected to the opposite end of said spring and having a steering post receiving portion; a steering post journalled in said bracket and extendin beyond the bracket at each end thereof; a steering attachment releasably secured on the upper end of said post; a wheel carrying member on the lower end of the post; the connection between said spring and said bracket comprising a bolt extending through apertures in said bracket and the main leaf of said spring and a clip secured to said bracket at a point spaced from said bolt and closely embracing two leaves of said spring and alignment maintaining means between said spring and said bracket comprising an extension on said bracket having a recessed surface facing the end of the main spring leaf and an end contour on said main leaf closely fitting the recessed surface of said extension.

6. A swivelling tail wheel assembly for aircraft comprising a multiple leaf spring adapted to be connected at one end to an aircraft structural member; a bracket connected to the opposite end of said spring and having a steering post receiving portion; a steering post journalled in said bracket and extending beyond the bracket at each end thereof; a steering attachment releasably secured on the upper end of said post; a wheel carrying member on the lower end of the post, the connection between said spring and said bracket comprising a bolt extending through apertures in said bracket and the main leaf of said sprin and a clip secured to said bracket at a point spaced from said bolt and closely embracing two leaves of said spring and alignment maintaining means for said bracket comprising an extension on the lower surface of said bracket having a surface facing the end of the main spring leaf concavely curved on an are centered on the axis of said bolt and an end surface on said main leaf curved so closely fit the curved surface of said extension. g

'7. Means for swivelly mounting a tail wheel on an airplane comprising a bracket having a cylindrical portion at one end thereof, a cylindrical sleeve of hardened material secured in said cylindrical bracket portion against longitudinal movement and provided interiorly thereof with grooves to constitute races for bearing balls, a steering post of hardened material extending through said sleeve and provided externally thereof with grooves for the bearing balls, the grooves in the sleeve and the post being spaced apart to provide an antifriction bearing adjacent each end of the sleeve; grease seals between the post and the sleeve at each end of the sleeve and outside of the adjacent bearing whereby'the gain-7e 16 bearing may be prelubricated and retain suflicient lubricant therein for the useful life of the assembly in which it is used, said post having portions extending beyond said sleeve at each end thereof to receive a steering cap on the upper end portion and a wheel supporting arm on the lower end portion thereof.

8. In an aircraft tail wheel assembly; a resiliently mounted bracket having a steering post receiving portion; a sleeve secured in said bracket; a steering post extending through said sleeve; bearing balls between said post and said sleeve and grease seals between said post and said sleeve outside of said bearing balls; a sleeve mounted in said tail wheel against longitudinal displacement; an axle extending through said sleeve; bearing balls between said axle and said sleeve and grease seals between said axle and said sleeve outside of said bearing balls; and an arm connected at one end to one end of said axle and at the opposite end to the lower end of said steering post.

9. In a tail wheel assembly, a resiliently mounted bracket having a steering post receiving portion; a steering post journalled in said bracket and projecting therefrom at each end; an arm secured to the lower end of said post; a wheel axle secured to said arm; a wheel journalled on said axle; a steering cap on the upper end of said post comprising a cup-shaped portion fitting over the end portion of the post and having a bushing of bearing material immediately surrounding the steering post; an elongated hollow boss at one side of said cup shaped portion and a pair of steering arms secured to said cup shaped portion and extending laterally in opposite directions therefrom; said post having an annular recess therein within said cap and a key slot in one side thereof within said recess; a plunger slidably mounted in the bore of said hollow boss and having at one end a key engageable in said key slot; a screw plug in the end of said boss; a compression spring between said screw plug and said plunger; a pin secured to said plunger and projecting downwardly therefrom through a slot in the lower portion of said boss; a cam on the upper end of the post receiving portion of said bracket and a roller on said pin contacting said cam, said cam having a shape such that the key on said plunger engages in the key slot in said post during movements of said cap and post within the range of manual rudder control and is disengaged from said key slot in the event the tail wheel is swivelled beyond the limits of said annual rudder control range.

10. In a tail wheel assembly including a bracket and a steering post journalled in said bracket and projecting therebeyond at its ends; a steering cap on the upper end of said post having an elongated hollow boss at one side thereof and a pair of steering arms extending laterally in opposite directions therefrom, said steering post having an annular recess within said cap and a key slot therein within said recess; a plunger slidable inthe bore of said hollow boss engaging in said recess to retain said cap on said post and having a key on the end thereof engageable in said key slot; said plunger also having an-aperture extending transversely therethrough adjacent the end thereof opposite said key and a substantially concentric well extending from the adjacent end through said transverse aperture; a pin having a transverse aperture therein inserted in the aperture in said plunger; a second pin having a shank portion disposed in said well and passing through end of said first mentioned pin contacting said cam to move said plunger to release said post from said cap whenever the rotation of .the post relative to the bracket exceeds a predetermined angular distance.

11. In a tail wheel assembly, a resiliently mounted bracket; a steering post journalled in said bracket for rotation relative thereto and projecting therefrom at its ends; a steering ca hav ing'a hollow boss at one side thereof and a pair of steering arms extending laterally therefrom in opposite directions on the upper end of said post; said post having an annular recess within said cap and a portion within said recess o'peratively en gageable with a locking plunger; a plunger slidable in the bore of said boss; a screw plug in the screw plug being so positioned as to restrain said plunger against accidental movement out of said recess, whereby said cap is maintained on said post unless intentionally removed therefrom.

12. In a tail wheel assembly, a resiliently mounted bracket; a steering post journalled in said bracket and extending beyond said bracket at its ends; a steering wheel secured to the lower end of said post and a steering cap mounted upon the upper end of said post; said post having within said cap an annular recess and a flattened portion within said recess; a hollow boss at one side of said cap and a pair of steering arms extending laterally in opposite directions from said cap; a plunger slidable in the bore of said hollow boss; a compression spring acting against s'aid plunger to maintain said capand post against relativerotation until the force tending to turn said post relative to said cap exceeds a predetermined value, and manually actuated mean connected with said plunger operative to lock said cap" to said post against relative movement to permit relative movement between said post and said cap in response to turning forces exceeding said predetermined value and to withdraw said plunger a suflicient amount to provide relative rotation between said post and said cap.

13. In a tail wheel assembly including a steering post and a steering cap mounted on the upper end of said post for rotation relative thereto under predetermined conditions; said post having an annular recess therein within said cap and a flattened portion within said recess and said cap having an elongated hollow boss at on side thereof; a plunger slidable in said boss and engageable at one end with the flattened portion of said post to resist relative rotation between said cap and said post; a compression spring in said boss urging said plunger against said post and a screw plug in said post providing an abutment for said spring; a pin secured at one end to said plunger and projecting upwardly through said boss; a clamp plate pivoted on said boss and receiving the upper end of said pin in a cam slot provided therein and a Bowden cable extending turn freely the from the operators compartment of an aircraft to which said tail wheel is applied; operatively connected with said cam plate; said cam lothaving a shape such that in one operativeposition of said plate the plunger is held positively against .the steering post to eliminate relative movement between the steering post and thesteering cap; in another operative position the plunger is held against said post only by said compression spring and in a third operative position the lunger-is withdrawn from contact with the flattened portion of the steering post to provide free relative rotation between the post and theste'ering cap,

end :of said post; said pest having an annular recess within said bracket and a flattened portion within said recess; and said cap having a hollow boss at one side thereof 5 a hollow plunger slidable in said boss having a closed end engage able with said post; a compression spring in said plunger; a shaft extending through and journalled in theouter end portion of said boss; a cam on said shaft within said boss; an ab'ut merit pin between said cam and said spring hav'-' ing an enlarged head portion between said cam and said plunger; an arm on said shaft for turn ing said cam and means connected with said lever for manual operation thereof; said cam having difierent operative positions in one of which the head of the abutment pin is sorted against the adjacent end of the plunger to hold the plunger firmly in engagement with the post to prevent relative rotation of the post and the steering cap, in another the abutment pin is held against the spring only so that the plunger is held against the steering post by spring" pis sure and may rotate relative to the can under the influence of force exceedin a predetermined magnitude and in still another the spring pres sure is relieved to an extent that the post may can but the plunger is the. tained'in the annuiar'reeess to p separation or the tap Iiotii the b0 1 5. In a tail wheel assembly incl p ing post and a steering cap" on the upper are of the post; said post new g w in said cases annular recess and a flattened porn-6n within said recess and said cap having a hollow boss at one side thereof; a plunger slidable in said boss; a screw plug injthe open end of said boss and a compression spring between said screw plug and said plunger operative to resiliently force said plunger against said steering post manually operable means carried by said cap and operatively associated with said plunger to move said plunger against said spring an amount sufficient to permit free rotation of said post relative to said cap.

16. The assembly defined in claim 15 wherein said manually operable means comprises a shaft journalled in said cap and extending transversely across said plunger; a tooth pinion on said shaft meshing with rack teeth on said plunger; an arm rotatable on said shaft and a lug fixed on said shaft and having a portion overlying one side of said arm whereby movement of said arm in one direction will move said plunger but movement of the plunger in the same direction will not move the arm.

17. A tail wheel assembly as defined in claim 15 wherein said screw plug may be threaded into,

said boss to engagement with thea'djacent' end of said plunger to maintain said plunger firmly in contact with said post to thereby eliminate relative rotation between said cap and said post.

18. In a, tail wheel assembly including a steering post and a steering cap on the upper end of the post said post having an annular recess within said cap and a flattened portion within said recess and said cap having a hollow boss on one side thereof; a plunger slidable in said boss and extending into the recess in said post; a screw in the other end of and a compression spring between said screw plug and said plunger to resiliently urge said plunger against said post; said screw plug being normally positioned to prevent disengagement of said plunger from said recess to thereby prevent accidental displacement of the cap from said post and being adjustable to abut the adjacent end of said plunger to hold said cap against rotation relative to said post and removable from said boss to permit withdrawal of said plunger and removal of the cap from the post.

19. In a tail wheel assembly including a steering post and a steering cap on the upper end of the post said post having an annular recess therein within said cap and a flattened portion within said recess and said cap having a hollow boss at one side thereof; a plunger slidable in said boss; a shaft extending transversely of said plunger journalled in said boss; a pinion on said shaft having teeth meshing with rack teeth on one side of said plunger; an arm on the upper end of said shaft extending over the top of said cap'and a pair of spaced screw receptacles in theupper portion of said cap whereby said arm may-be secured in either one of two operative positions, in one of which the plunger is held firmly against the post to prevent relative rotation of the cap and post and in the other of which theplunger is withdrawn sufficiently to permit free relative rotation between the steering cap and the steering post.

.1.20. In a tail wheel assembly, a resiliently supported bracket having a portion receivinga steering ,post; a steering post journalled in said bracket and-projecting therefrom at each end; an .arm secured at one end on the lower end of the post and secured atits opposite end to a wheel-axle; a wheel journalled on said axle and means for restraining said arm against swivelling movement relative to said bracket comprising a flange on said arm immediately below said bracket having an aperture therein which registers with a well in said bracket when the wheel is in alignment with the longitudinal center line of the bracket; a plunger in said well movable between a position in which it engages the aperture in said flange to hold the wheel against swivelling movement and a position in which it is free of said flange to permit swivelling movement of the wheel relative to the bracket and manually controlled means including a rack and pinion for moving the plunger from one end to the other of its two operative positions.

21. In a tail wheel assembly a steering post, an axle and a wheel carrying arm secured at one end to said post and at the opposite end to said axle; the connection between said post and said arm comprising a split collar on said arm, a clamping bolt extending through said collar and through a groove in the side of said post and a key and slot connection between said arm and said post whereby said arm is securely fastened to said post against both longitudinal and rotational movement; the connection between said arm and said axle comprising a split collar on said arm and a clamp bolt extending through said collar and through a groove in the side of said axle whereby said axle is secured to said arm against longitudinal and rotational movements, the rotational force between the axle and the arm being insuificient to require a key and slot connection.

CLAUDE H. NICKELL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,716,311 Harris June 4, 1929 1,896,234 Hathorn Feb. '7, 1933 2,007,444 Gannett July 9, 1935 2,294,850 Ostrander Sept. 1, 1942 2,312,553 Hudson Mar. 2, 1943 2,329,823 Camburn Sept. 21, 1943 2,338,572 Corwin Jan. 4, 1944 2,344,157 Maule Mar. 14, 1944 2,367,649 Noorduyne Jan. 16, 1945 

